New Renault EZ-GO concept takes shared urban mobility to a new level
Renault's goal is to provide mobility for the masses in a clean and efficient manner, and the brand has unveiled the EZ-GO to help alleviate congestion and pollution in modern cities.
With cities experiencing pollution and traffic congestion, it makes perfect sense to ride share and with the age of the electric car and autonomy upon us, this concept from Renault appears to make a lot of sense. The new Renault EZ-GO concept doesn't even look like a car. EZ-GO is not just a car, but also a service. It can be ordered through an app or via an actual station. It offers the comfort and privacy of a normal car, without anyone having to actually drive. The vehicle is autonomous which means you can read a book, browse the Web with your device or even sleep.
Renault's EZ-GO can carry up to six people and it travels around completely autonomously as it has level 4 capability. EZ-GO can control the distance from the vehicle in front, stay in lane and change lanes. The cabin has been cleverly designed to maximise the space and the light entering, so it never feels claustrophobic. It has a top speed of 50 kph, which is ample in the confines of a modern city. The cabin is fitted with the latest creature comforts like Wi-Fi connectivity and induction charging.
The Renault EZ-GO is a new take on ride-sharing and public transport.
Ford has recreated the iconic Mustang from the movie Bullitt in a modern Mustang.
In an attempt to breathe a bit more heritage and prestige into the current Mustang model, Ford has recreated the 1968 Mustang GT Fastback driven by Steve McQueen in the movie Bullitt. The special edition comes with a bit of a power hike taking the 5.0-litre V8 from 306 kW to 340 kW. Ford includes a new rev-matching technology, which is said to deliver smoother downshifts accompanied by an engine blip, and an active valve performance exhaust system enhances the V8’s signature burble.
To recreate the exterior of the Bullitt car, this Mustang includes 19-inch Torq Thrust-style wheels, red Brembo brake callipers and a faux BULLITT fuel-filler cap. The interior features Recaro sports seats, and each Mustang Bullitt will have an individually numbered plaque in place of the traditional Mustang emblem on the passenger-side dashboard. As a nod to the original car’s interior, the gear shifter features a white cue ball gearshift knob.
Nissan South African has expanded its Navara double cab line-up to incorporate a more affordable 4×2 derivative. Here are the specifications and pricing for the newcomer.
The recently introduced Navara hasn't quite lived up to expectations – it shows in the bakkie's new vehicle sales figures. However, we've found it to be a good product that's more than capable on the rough stuff. This week Nissan expanded its Navara family with a new 4×2 double cab derivative, which should bolster the bakkie's appeal.
The new Nissan Navara 4×2 features the same multi-link rear suspension as the rest of the range and it's still capable of towing up trailers of up to 3.5 tonnes. It further retains the rest of the range's 1-tonne payload capacity. Power comes from the 2.3-litre turbocharged and intercooled 4-cylinder diesel engine, with peak outputs of 140 kW and 450 Nm (the latter from just 1 500 rpm). The new Navara 4×2 is available with either a 6-speed manual gearbox or a 7-speed automatic transmission.
In terms of features, Nissan's new 4×2 Navara benefits from further reductions in engine noise, vibration, and harshness, which means it should be a little quieter to drive. The 2-wheel-drive derivatives come equipped with, inter alia, Bluetooth audio streaming, satellite navigation, USB connectivity, keyless stop/start, 360-degree camera, LED headlights, dual-zone air conditioning, cruise control and a complement of 7 airbags.
Nissan Navara Price in South Africa (March 2018)
The Navara 4×2 DC has a warranty valid for 6 years/150 000 km and a 3-year/90 000 km service plan (all quoted prices include VAT).
Nissan Navara 2.3 4×2 SE DC MT – R457 900
Nissan Navara 2.3 4×2 SE DC AT – R471 900
Nissan Navara 2.3 4×2 LE DC – R519 900
Nissan Navara 2.3 4×2 LE DC + Leather seats – R532 900
Nissan Navara 2.3 4×2 LE DC AT – R538 900
Nissan Navara 2.3 4×2 LE DC AT + Leather seats – R551 900
Nissan Navara 2.3 4×4 SE DC MT – R523 900
Nissan Navara 2.3 4×4 LE DC MT – R573 500
Nissan Navara 2.3 4×4 LE DC MT + Leather seats – R586 500
Nissan Navara 2.3 4×4 LE DC AT – R594 900
Nissan Navara 2.3 4×4 LE DC AT + Leather seats – R605 900
The price for the about-to-be-launched BMW M5 super sedan has turned up on the local BMW website. Here's how much the Bavarian autobahn weapon will cost.
The new BMW M5 heralds a new chapter for the Bavarian carmaker as it'll come to market with M xDrive all-wheel drive, a radical departure from the famed rear-wheel drive M5's of the past. It'll be powered by a revised twin-turbocharged 4.4-litre V8 engine packing a hearty 441 kW and 750 Nm punch.
With launch control dialled up, the M5 utilises its specially tuned 8-speed M Steptronic transmission (with Drivelogic) to sprint from 0-100 kph in 3.4 seconds, BMW claims. Top speed is electronically limited to 250 kph, but can be increased to 305 kph with the optional M Driver's Package. When it comes to market later this month, the M5 will go up against the Audi RS6 and Mercedes-AMG E63 S. You can select between different driving modes that can switch the M5 from all-wheel drive to rear-wheel drive configuration. The combinations of the dynamic stability control modes are: DSC on, MDM, DSC off… and the M xDrive modes are 4WD, 4WD Sport and 2WD.
The launch takes place towards the end of March 2018 and we'll be in attendance. As for the price, the BMW SA online configurator says that the new M5 goes for R 1 732 300, before you specify any additional options. We'll have an in-depth specification and pricing article coming on the day of the launch.
Mercedes-AMG CLS 53 (2018) International Launch Review
The new Mercedes-Benz CLS gets launched in fast new Mercedes-AMG CLS 53 form – among others. Can the new four-door coupe out-slick the just as new Audi A7? International correspondent Matt Prior reports back from the international launch in Spain.
Fifty-three, then. Not 63, not 43 and, heaven forbid, not 65. The new Mercedes-Benz CLS – the sleek four-door coupé now into its third generation, can you believe? – is here, and the rapid AMG variant, the 53, is almost as significant as the fact that the car itself is new.
Perhaps more so. But let’s deal with the CLS bit first. It’s a new CLS, seating five and promising to do the same ‘sleeker E-Class thing’ as it has done during the past 15 years. To that end, it’s E-Class sized, 4.98 m long, with a range of turbocharged and electrically enhanced diesel and petrol engines, which will extend to a four-cylinder petrol later.
In ‘53’, a new AMG naming strategy has emerged, as it has for the regular models, where an increasing number indicates merely an increasing power output, albeit derived from a structure originally based around engine capacity.
Mercedes-AMG has chosen the 53 engine to do the heavy lifting in the new CLS. It doesn't disappoint.
On some models, a 3.0-litre straight six-cylinder engine becomes the AMG 43, while there’s also a 4.0-litre twin-turbocharged V8 known as the 63. Between these, AMG reckons there’s enough room to slot a 53 derivative. Whether a particular car will get 43, 53 or 63 options will, ultimately, be at AMG’s whim, but my guess is that if there’s a stand-alone AMG model above it, you’ll get a 53 and an AMG, and if not, you’ll have a 43 and a 63. So the E-Class coupé has a 53 with the AMG GT coupé above it. The CLS has a 53 and the upcoming GT4. The E-Class, say, would have 43 and 63 derivatives. Perhaps. I’ve been wrong before. Some might get all three.
So what is an AMG 53?
The 53 is a 3.0-litre, and of extraordinary complexity. Deep breath. It’s an in-line six-cylinder petrol, mounted longitudinally, all of whose exhaust outlets pass through a single, large, twin-scroll turbocharger, mounted high and near as damnit next to the exhaust ports. To cover the inevitable turbo lag from this, though, there is also an electrically powered compressor, located on the other side of the block, just before an intercooler right next to the inlet ports, which can help suck air through the induction tract before the big turbocharger is boosting properly. Following? Good.
The AMG 53 doesn't feature any belts to power things like the alternator, making it smaller than a normal unit.
The inlet for that compressor comes after the big turbo, where a variable stopper in the main inlet tract, which runs around behind the engine, can divert a little, or all, or any combination – in reality, it’ll be varying the proportion constantly – of air through a smaller tube to the electric compressor, after which, suitably pressurised, it flows back to the main inlet tract just before a throttle butterfly. Still following? Sigh, me neither. Anyway, it makes 320 kW and 527 Nm, which is quite a lot in itself.
But in addition to both of these forced inductors, mounted between the engine and the nine-speed automatic gearbox sits an integrated starter/generator (ISG), an alternator/starter motor and flywheel combo, which can contribute 16 kW and no less than 250 Nm to the engine’s already imposing output.
Satisfying the boss
Ultimately, though, all of this power goes to the CLS’s rear wheels most of the time, with a standard all-wheel drive system on all models diverting it to four wheels when the rears threaten to slip. Unlike, say, the E63 AMG, you can’t lock the 53 into rear-drive mode for adolescent slides.
Which is perhaps just as well. Our drive takes place in Spain during the first time for about a decade that it has experienced snowfall. So our CLS53 is wearing winter rubber, which, AMG engineers tell me, will reasonably soften the way it grips and steers.
Unlike these pictures, the launch took place under snowy skies meaning the launch vehicles all had special winter tyres fitted.
One of the challenges of the 53 was, by all accounts, to make it feel sufficiently different from a regular CLS to satisfy AMG boss Tobias Moers, who’s quite particular. Full-fat AMGs do have quite a distinct character: they’re loud, brash and way more capable these days than the hot rods they were a decade or so ago but still dominated by their V8 engines.
That’s a harder character to inject with a straight six, obviously, especially one whose exhaust is so muted by turbo and which, by definition, is a bit semi-skimmed next to a 63. But the engine is sparky. It’s by no means loud, but throttle response and linearity really are exceptional, with a rev limit at nearly 7 000 rpm and a character and note that has shades of BMW M car. It’s a belting engine, in fact. I wonder if Aston Martin, part-owned by Daimler as it is, has thought about one day dropping one into a Vantage.
Air sprung setup
And if regular wheels and tyres – 20-inch and 21-inch will be most buyers’ norms, you suspect – sharpen the steering over these winters, it’ll be intensely responsive for a big saloon. Okay, okay, big coupé. Because accuracy and steering response are already great. It’s probably more responsive to the steering, I’d say, than a BMW M5, while standard air springing brings a level of both control and compliance where coil springs tend to force a compromise to one or the other; only this comes without the echoey ‘sproing’ that affects some air suspensions.
Air suspension is standard on the AMG model and doesn't compromise on control or comfort.
Air springs, although optional rather than standard as they are on the AMG, were also fitted to the two other CLSs I’ve tried. A 400d, with a 3.0 straight-six diesel and 250 kW, is wickedly fast, while a new four-cylinder petrol, arriving later, is not. Although handling is improved yet again by having a lighter engine in the nose. Both, also, use an ISG (which Mercedes dubs EQ Boost) so throttle response is instant and letting the auto ’box lug it out, rather than changing down yourself, is the easiest way to make good progress.
One of Merc's best interiors
Whatever engine your CLS comes fitted with, though, makes no difference to the way it feels inside, which is little short of excellent. In overall cabin layout and ergonomic decency, things mirror the E-Class here: the driving position is spot on and dead straight, with hugely adjustable wheel and clear, digital instrument panel, plus central monitor. Wiper and indicator stalk to the left, gear lever to the right, controls for one of motoring’s better infotainment systems on the centre console.
A well thought out cabin, much like the E-Class except for the air vents, which have their own mood lighting LEDs, bringing them to life.
Material finish is great but it’s the vents that are coolest – steampunky-turbine-looking things that bask and reflect the glow of their own diddy central LED mood lights, in low light. Really lovely. Headroom in the rear is, obviously, a bit tighter than in a conventional saloon, for the passengers you probably won’t have anyway, and the boot’s of a similar ‘yeah, fine, whatever’ capacity. If it’s not big enough, there’s always the E-Class, you know?
Summed up
Overall, whether equipped with a lesser engine or with the new AMG 53 unit, the impression you get from the CLS is one of smoothness, slickness: even the 53 is never in-yer-face, never urging you to go harder or, in Australian parlance, ‘begging to be fanged’.
Eventually, it turns out Moers was satisfied that the 53 was AMG-ish enough to pass muster, but it took a lot of iterations and a lot of tweaks before it got there. Perhaps in grippier conditions, and on normal rubber, the 53 would feel more like a true AMG than it does to me here, but then I don’t mind if it doesn’t. Perhaps I’m less picky than Moers, because it strikes me there’s not a lot wrong with it this way.
Quick Specs
Price: R1.6 million (est)
Engine: 3.0-litre 6-cyl, turbocharged petrol
Power: 320 kW at 6 100 rpm
Torque: 527 Nm at 1 800 – 5 800 rpm, plus electric motor, 16 kW and 250 Nm
Hyundai Veloster N under consideration for SA [w/Video]
While we wait patiently for news on the local introduction date for the VW Golf GTI-rivalling Hyundai i30 N, we've learnt that the Veloster N is also in Hyundai South Africa's sights. Are you curious as to what the Veloster N will sound like? Well, this video showing a pre-production Veloster N gives us a strong indication.
Hyundai unveiled an all-new Veloster and performance-orientated Veloster N earlier this year at the Detroit Motor Show. The Veloster N follows from the highly anticipated i30 N and is the second N model to come from the Seoul-based brand.
The Veloster N is powered by the same turbocharged 2.0-litre engine used in the i30 N and offers 205 kW and 353 Nm of torque with a 6-speed manual transmission fitted as standard.
The Veloster N is differentiated visually from its lesser Veloster sibling with beefier bumpers, new grille design, roof mounted spoiler, rear diffuser and dual exhaust pipes. The interior is fitted with sports seats, a sporty steering wheel and gear lever as well as an N-design instrument cluster with N-logos seen on the sill plates.
As is the case with the i30 N, Hyundai is eager to introduce the Veloster N here, provided the local importer can procure stock at a cost that will make the model price competitive. We expect it to reach our shores late in 2018 or in 2019.
The video below shows a pre-production Veloster N, but more importantly, it gives us an idea of what the car will sound like. Let us know if you like what you hear…
In line with the facelifted version of the Mercedes-Benz C-Class, AMG has revealed an update to the C43 sedan. What does this update entail? Find out below.
We really like the idea of the C43 and what it offers. If you can't afford (or are too intimidated by) the 4.0-litre V8-engined rear-wheel drive C63 sledgehammer, the C43 (which is produced at Mercedes' East London plant, inter alia) offers 80% of the performance, allied with the peace of mind of 4Matic all-wheel drive. Power comes from a twin-turbo 3.0-litre V6 and, in our experience, the car is deceptively quick off the line. Some would even argue that a well-driven C43 would be able to see off a C63 from a standstill, as the latter struggles for grip thanks to that avalanche of torque delivered by that monstrous V8 engine.
Now for 2018, Mercedes-AMG has announced an update to the C43 range. The headline change? More power! The 3.0-litre V6 biturbo engine has been retained but has been reworked to now deliver 17 kW more. Torque remains the same at 520 Nm, but now the car produces 287 kW, which is enough to see it hit 100 kph from standstill in a claimed 4.7 seconds and it'll run on to a top speed of 250 kph. Power goes to all four wheels via the Mercedes-AMG Speedshift 9G transmission.
In terms of exterior looks, the Mercedes-AMG C43 4Matic looks even more aggressive, especially at the rear thanks to much bigger and more prominent exhaust pipes. There's a new AMG radiator grille at the front and the car gains some new-look alloy wheels. For those wanting more, there's an optional AMG styling package. Inside, the Mercedes-AMG C43 gains some new materials in the trim and there's a new design of steering wheel.
There are new materials in the facelifted Mercedes-AMG C43 cabin and enhanced digital infotainment screens.
Expresso Show’s Katlego Maboe on Come Drive With Me
In this instalment of our Come Drive with Me series, we hang out with Katlego Maboe, anchor on the Expresso Show on SABC 3.
Katlego Maboe has been the face of morning TV in South Africa for 7 years now, as an anchor on SABC3's Expresso Show. The multi-talented singer, actor, dancer, presenter, MC and soon-to-be dad is as hardworking as they come, entertaining audiences day after day.
He joined us for a drive and an interview in the beautiful new Range Rover Velar around Cape Town and our very own Ciro De Siena, who used to present a car segment on the Expresso Show, was very much looking forward to catching up with him.
Hyundai's Grand i10 has quietly established itself in the past few years as one of the most popular vehicles in its segment. Now, following the discontinuation of the i10, the Grand i10's role as an entry-level car is even more important, but this flagship Glide derivative also has to wear a more "upmarket" hat.
We like: Spacious cabin, good standard specification, build quality, long warranty
We don’t like: Lack of electronic stability control, scratchy gearbox, smaller boot than same-price rivals
Alternatives:
An established top seller: Volkswagen has just launched its new Polo Vivo, a slightly reworked version of the previous-generation Polo. Surprisingly, many of the elements that made the previous Polo so appealing has remained, making it easily the most "premium-feeling" budget offering on the market. It's likely to be strong on resale, too. Have a look at our first review here. For this money, you can get the 1.4 Comfortline which has decent standard equipment, but you may wish to add a couple of extras, such as a service plan. Thankfully, they're not too pricey.
For lots of features and some flair: Renault's Sandero Stepway has always been a popular offering in SA and it's easy to see why. In Stepway trim it has that quasi-crossover look that consumers love, and in Dynamique specification, also a lot of features (such as ESP and navigation) as standard that you pay extra for on rival offerings. It's a spacious, comfortable car, and has a good warranty, too. Read about it here.
LED daytime running lights, 2-tone alloy wheels and a dash of chrome here and there distinguishes the Glide's exterior from lesser siblings.
While arguably the big news with the introduction of the upgraded Grand i10 is the new entry-level model to broaden the line-up, the vehicle on test here is the flagship 1.2 Glide, which is positioned to appeal to those seeking a compact car packed with luxury features. As such, Hyundai has added to its specification sheet and included some interior/exterior details to differentiate it from cheaper derivatives. Priced at just over R200 000, it has to compete with a wide variety of slightly bigger, same-size, or slightly smaller vehicles of varying specification levels. It's a cut-throat part of the market, so does the Grand i10 Glide have what it takes to merit a place on your shortlist?
The Good
Mix of features
A large colour touch-screen is standard in this model, but you pay an extra R2 500 to make it really useful (adds navigation).
For your money you are getting a decently – though not extravagantly – equipped compact car. There's not much missing from an infotainment point of view as it comes standard with a large touchscreen with the usual Bluetooth and USB functionality. For an extra R2 500 you can get navigation, too. The leather-wrapped steering wheel offers remote audio controls and the air-conditioner proved super effective in the very hot Cape Town summer. We also appreciated the inclusion of rear park assist and electrically heated/folding side mirrors as standard.
Splashes of red and the leather-wrapped steering wheel creates a sportier ambience in the Grand i10's cabin.
In terms of comfort and convenience, the Grand i10 Glide also does well. The driver's seat is height-adjustable, so the fact that the steering wheel can only be adjusted for rake, is not too much of a problem. The use of imitation leather/red cloth upholstery is a nice touch at this price level and matches well with the red plastic that stretches across the facia. It adds a welcome element of youthfulness to a car that is otherwise quite "serious".
Surprisingly spacious
Rear legroom is good for such a compact car.
There is good space in the Grand i10 for occupants, perhaps even surprisingly so given the overall size of the vehicle. Rear legroom is particularly impressive, as is headroom overall. A useful storage tray can be found underneath the front passenger seat and there are numerous little storage spaces dotted throughout the vehicle. The 256 litre load bay may be smaller than some of its price rivals, but it's nicely shaped and quite wide. Surprisingly, there is a full-size spare underneath the boot floor.
Rear bench folds as a single piece, which is not ideal. The load bay is of a decent shape/size.
A drawback is the fact that the rear bench folds as a single piece, which means that transporting long items immediately turns the Grand i10 into a 2-seater. Still, with the rear seat folded there is good utility space (1 202 litres) available, but the floor isn't flat.
Drive/Efficiency
Simple instrumentation includes a range-to-empty display which is always useful.
The 1.25 litre engine in this Grand i10 pushes out a competitive 64 kW, but is slightly down on torque compared with most rivals, offering only 120 Nm at a fairly high 4 000 rpm. In reality, however, it doesn't feel sluggish and keeps up with traffic very easily. Its light weight undoubtedly has a positive impact here. In terms of fuel economy, Hyundai claims a combined cycle figure of 5.9L/100km, which is very optimistic. We achieved a figure closer to 7.4L/100km, which is still in line with the competition's real-world figures.
We also found the Grand i10 good to drive. It's a nippy, agile city runner and it's a breeze to park with its light steering and rear park assist. Visibility out of the vehicle, an often-ignored aspect, is excellent. For such a small car, the Grand i10 has always impressed with its ride composure – it rides bumps like a bigger car.
Good warranty
A major attraction for many people will be the standard warranty. The vehicle carries a 5-years/150 000km warranty, which is already superb, but some major drivetrain parts are actually covered by a 7-years/200 000km warranty! A 2-years/30 000km service plan is standard.
The Bad
Still short on safety features
While Hyundai has added an extra airbag, the Grand i10 still falls short on safety (no ESP is available, even as an option).
During this round of upgrades, Hyundai added a front passenger airbag to the specification, but this only serves to highlight how far behind the game the Grand i10 is in this regard. Sure, the new Polo Vivo also comes with 2 airbags only as standard, but at least there is the option to add electronic stability control at (minor) extra cost. The Grand i10 doesn't offer this option. A vehicle such as the Renault Sandero Stepway Dynamique has 4 airbags as standard, as well as ESP…
Scratchy gearbox
It's not the first time that we've found the 5-speed manual transmission fitted to the smaller Hyundai/Kia models to be somewhat recalcitrant. It's not a gearbox that likes to be rushed, and we at times struggled to get reverse to engage. On the move and during general shifting, however, it proved to be fuss-free.
Verdict
A neat, easy-to-live with offering, the Grand i10 will appeal to those looking for fuss-free motoring with a dash of luxury.
In this extremely tough part of the market, it's not easy to deliver a stand-out performance. The Grand i10 Glide certainly has its shortcomings, particularly in terms of safety equipment (standard or optional) and the scratchy gearbox was disappointing. It ticks the boxes in most other respects, without ever delivering a crushing blow to its rivals. But the one area in which it claws back considerable ground is on the warranty side. So, for buyers looking for a car that will offer peace-of-mind motoring, but who don't want to compromise too much in terms of life's little luxuries, the Grand i10 still makes a good case for itself.
February 2018 was another tough month for new car sales in South Africa with year-on-year declines recorded across all market segments according to the National Association of Automobile Manufacturers of South Africa (NAAMSA).
New car sales in South Africa remain under pressure as evidenced in the 3.8% year-on-year decline of aggregate domestic sales of 46 347 in February 2018. A decline of 30% in the rental channel and a 42% decline in the government channel had a significant effect on overall performance over the period. Dealer channel sales, however, grew by 2.9% and accounted for 79% of total sales.
“The year-on-year decline in rental channel sales is mainly attributed to re-fleeting activity normalising, following a spike in buying activity at the start of last year. While this has had a negative impact on the overall market, it doesn’t tell the whole story. Sentiment among dealers and consumers is positive, and new vehicle price inflation has continued to slow as the Rand has recovered” said Rudolf Mahoney, Head of Brand and Communications at WesBank.
Demand for new cars is on the up with WesBank recording a demand increase of 11.6%, while the demand for used cars has increased by 6.5%, indicating that consumer demand is shifting back to the new car market.
Sales Summary – February 2018
Aggregate new car sales of 46 347 units down by 3.8% (-1 854 units) compared to February 2017.
New passenger cars sales of 31 200 units down by 0.4% (-123 units) compared to February 2017.
LCV sales of 13 212 units down by 9.6% (-1 410 units) compared to February 2017.
Exports sales of 27 437 down by 5.8% (-1 681 units) compared to February 2017.
The midterm economic outlook is largely positive. The stronger Rand will reduce inflationary pressures while positive recent political events and improved business confidence is expected to support higher economic growth provided that further credit downgrades are avoided come April 2018. If all goes well, economic growth could exceed 1.5% in 2018.
However, recent increases in VAT, vehicle emissions taxes, higher ad valorem duty for premium vehicles and fuel levy hikes will impact negatively on consumers’ disposable income as well as new car sales as of April 2018 onwards.
Exports are expected to strengthen with an increase of 10% being a possibility for 2018.
